Vehicle brake and propulsion control



- Oct. 24, 1944.

C. M. HINES VEHICLE BRAKE AND PROPULSION CONTROL original Filed Nov. 29, 1941 4 Sheets-Sheet l Oct. 245 1944. C. M. HlNES '2,361,099

V VEHICLE BRAKE 'AND PROPULSION CONTROL Original Filed Nov. 29, 1941 4 Sheets-Sheet 3 Gen. /Vol fr -ff' Moor Ng INVENTOR ATTO R N EY Uct. 24, 1944. c. M. HlNEs 2,361,099

VEHICLE BRAKE AND PRPULSION CONTROLl Original Filed Nov. 29, 1941l A Sheets-Sheet 4 figs -L (52 INVENTOR [5I v Claude M Hlnes ATTORNEY Patented Oct. 24, 1944 .VEHICLE BRAKE AND PROPULsIoN CONTROL claude M. Hines, Pittsburgh, Pa., assignbr to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Original application November 29, 1941, Serial No. 420,911), now Patent No. 2,337,717,

dated December 28, 1943. Divided and this application July 30, 1942, Serial No. 452,858

9` Claims.

This invention relates to b-rake and propulsion control apparatus for vehicles, such as railway locomotives and traction cars of the Diesel-electric type, the present application being a division of my prior copending.applicationSerial No. 420,910, led November 29, 1941, now Patent No. 2,337,717, dated December 28, 1943, and assigned to the same assignee as the present application.

The usual Diesel-electric propulsion equipment comprises one or more Diesel engines, each of which drives a main generator that in turn supplies current to one or more traction or propulsion motors driving corresponding wheel units. A well-known method of controlling the speed of the propulsion motors is to provide a transition relay, which in effect is a voltage-responsive relay, controlled by the voltage delivered by the main generator. The transition relay together with associated apparatus automatically eiiects the necessary changes in the connections to the propulsion motors successively from a Series connection to a Parallel connection and then to a Reduced Field connection in accordance with the variations of the voltage delivered by the main generator.

It is an object of my present invention to provide a novel propulsion and brake control apparatus for cars and trains of the Diesel-electric type, characterized by an arrangement in which the connections of the propulsion motors in either a Series, Parallel or Reduced Field connection during propulsion or the degree of braking effect provided by the motors acting as dynamic brakes during braking is controlled by a common governor mechanism responsive to the speed of travel of a car or train.

It is another object of my invention to provide a combined propulsion and brake control system for Diesel-electric cars and trains of the type indicated in the foregoing object and further characterized by an arrangement utilizing the governor mechanism for preventing the propulsion motors from being eiective as dynamic brakes as long as the car or train travels at a speed exceeding a certain speed. Due to the high speed of travel of Diesel-electric cars and trains, a dynamic braking current produced in the propulsion motors at high speed is of such a degree as to overheat and possibly cause burnout of the armature windings of the motors. The attainment of the foregoing object prevents such It is another object of my invention to provide a` combined propulsion and'brake control system for Diesel-electric cars and trains of the type indicated in the foregoing objects, and further characterized in that the governor mechanism coordinates the operation of the fluid pressure brakes and the dynamic brakes.

It is another object of my invention to provide a combined propulsion and brake control system for Diesel-electric cars and trains of the type mentioned in the foregoing objectaand further characterized by an arrangement wherein the application of the dynamic brakes is automatically controlled according to the speed of the car or train and wherein the application of the fluid pressure operated brakes is controlled jointly according to the speed of the vehicle and the degree of application of the dynamic brakes.

It is another object of my invention to provide a combined propulsion and brake control ,Systemy for Diesel-electric cars and trains of the type mentioned inthe foregoing objects and further characterized by an Varrangement including the governor mechanism responsive to the speed of the car or train vfor controlling the degree o f application of the dynamic brakes in a manner to regulate the speed of the car or train to a substantially uniform speed on a long descending grade without employing the fluid pressure brakes. On long descending grades, the continued application of the brake shoes of fluid pressure brakes to the rims of the wheels apt to cause overheating of the shoes, resulting in impairment of the braking effectiveness thereof and possibly total destruction thereof. The attainment of the just mentioned object precludes such a possibility by avoiding the necessity for the use of Iluid pressurebrakes in the circum- .stances described.

The above Objects, and other objects o f my invention which will befmade apparent hereinafter, are attained in several embodiments of my invention hereinafter to be described and shown in the accompanying drawings wherein Figure y1 is a diagrammatic View 0f a typical Diesel-electric vehicle, showing the mar-.111er i111 which a plurality of Diesel-electric power plants are connected or associated with corresponding driving wheels, f Figures 2 and 3, taken together, are a diagrammatic view of a control system for an individual Diesel-electric power plant .embodying my invention, and

Figures 4 and 5, taken together, are a diagrammatic View of a modied control system for a Diesel-electric power plant embodying my 'invention. Y

DESCRIPTION (a) In general Referring toligurev 1, there-is illustratively shown a typical Diesel-electric" locomotive-installation comprising two cars or units designated A and B, respectively, each'unit having two wheel trucks at opposite ends thereof. Each wheel truck has three pairs of wheel units, the wheels of each pair being iixedon opposite ends of -a connecting axle, only one wheel of each pair being visible in the drawings. y

The leading and trailing wheel units y of each truck are suitably geared to a correspondingl propulsion motor. In the case of the A unit, the

In Figures 2' and 3, I have shown in simplied diagrammatic form the essential parts of the motors are correspondingly designated No. I`, 1

No. 2, No. 3, and No. 4. In the case of the Bunit f the motors are designated No. 5, No. 6, No. 1, and

`Anindividual power plant for each pair of motors is provided comprising a Diesel-engine anda generator driven thereby. As will be apparent in the drawings the power plant for motor No. I and No. 2 comprises an engine No. I and generator No. I` The power plantfor motors. No. 3 and No. 4 comprises engine No. 2 Aand generator No. 2.` The power plant for motors'No. 5 and No. 6 comprises engine No. 3 and generator No. 3. The power plant for motors No. I and No. 8 comprises engine No. 4 and generator No. 4.

The powerv plant and motors for each wheel truck have similar control apparatus, that shown inFigures 2 and 3 being representative of all but specically for engine No. I, generator No. I and motors No. I and No. 2. v

As, will be described hereinafter in connection with Figures 2v and 3, all of the engines, ythat is engines Nos. I, 2, 3, and 4, are controlled by the operator from a control station I I and the A unit by'I means of a throttle controlswitch designated T S.

According to my invention, the leading and trailing' wheel unit of each wheel truck has a direct-current generator associated therewith in a manner toprovide a voltage substantially proportional tothe rotational speed oi the wheel unit.

One of such generators, namely that for the trailr ing wheel units, is designated the Speed Governor and Wheel-Slip generator and the other generator for` each wheel truck is designated simply a Wheel-Slip generator. Thus on the Al unit, a;

speed governor and `wheel-slip generator No. I is4 associated with the trailingwheel unit and a wheel-slip vgenerator No. 2 is associated with the leading wheel unit. In a similar `manner the other truck of the A unit is provided with a speed governor and wheel-slip ygenerator No. 3 in association with the trailing wheel unit and a wheelslip generator No. 4 in association with the leading wheel unit.

The wheel units of the B unit are similarly provided with speed governorand wheel-slip or wheel slip generators designated generators Nos. 5, 6,'1, and 8.

The governor and wheel-slip generators No. I to No. 8 may be mounted in any suitable manner and arranged to be driven according to the rotation of* the corresponding wheel unit in any suitable manner. f For simplicitythese governor andv wheel-slip generators are diagrammatically shown as associated directly with the axles of the wheel units and it will be assumed that they are driven either directly or through suitable gearing by rotation ofthe axle of the wheel unit.

The function of the various governor control system which I have devisedfor controlling the propulsion' motors during propulsion and during braking as well as for controlling the iiuid pressure operated brakes during braking. I have purposely omitted various details which are necessary in the actual installation and operation of the apparatus. For example,` I have omitted commutating and starting field windings for the main generator designated generator No. I but it will be understood however that such windings are intended to be provided in the actual installation. The starting eld winding and associated control is necessary in order to initially cause each main generator such as generator No. l to act as a motor to crank its corresponding Dieselfengine. Since such starting control is Y well .known and since it is not directly related to the substance of my invention, I have omitted such details from the drawings.

As previously indicated, all of the Diesel engines, namely engines'Nos. I to 4 are under the i common control of a throttle control switch TCS located in the control cab Il on the A unit. Throttle control switch TCS comprises an operating handle I2 which is aflixed to the shaft of a rotary lcontact drum` and which is elective to ro- 'tate the drum to different control positions. The control drum of the throttle control switch is adapted to establish suitable electrical control through a cable I3 `lead-ing to various electroresponsive devices for controlling the supply of fuel to the Various engines in accordance with the displacement of the operating handle I2 in a clockwise direction out'of the Idle position in which it is shown. Since the particular mechanism and apparatus whereby the throttle control 1- switch controls the supply of fuel to the engines Nos. I, 2, 3, and 4 is not a part of my invention,

it has been omitted from the drawings.

'I'he throttle control switch TCS is effective when operated out of the Idle position thereof to egzinitiateoperation of the propulsion motors,

namely motor No. I and motor No. 2, and for this purpose it is provided with a switch device which y to be bridged by a contact I6, carried in insulated relation on the operating handle I2, whenever the handle I2 is advanced in a clockwise direction out of its Idle position. f

GeneratorNo. I, which is driven, by Diesel en- 1 gine No. I, comprises an armature winding MGI and a separately excited shunt field winding GF.

The circuit of energizing'the iield winding GF is under the control of a relay GFS which in turn is under the control of the switch device of throt- 1 tle control switch TCS. In orderfor the throttle control switch TCS to control the relay GFS for each power plant associated with each wheel I truck, a multiple unit type of control is provided including three train wires I8, I9, and 20, heref 'inafter respectively referred to as the positive and battery wire, the negative battery wire, and the throttle control wire. These ywires extend throughout both the A unit and the B unit in the usual manner of train wires. The positive battery wire I8 and the negative battery wire I9 are connected respectively to the positive and negative terminals of a suitablesource of directcurrent voltage, such as a storage battery I which `is maintained charged by a suitable battery charging apparatus not shown. If desired, a plurality of batteries corresponding to the battery Il) may be provided, one for each power plant, the positive and negative terminalsof each battery being connected to the positive and negative train wires I8 and I 9 respectively.

The arcuate contact segment I of the switch device associated with the throttle control switch TCS is'connected'by a wire 2| to the positive battery wire I8 while the contact segment I4 is connected by a'wire 22 to the throttle control wire 20. vrelay GFS is connected by a wire 24 to the throttle control wire and the terminal is connected by a wire 25 to the negative battery Wire I9.

It will thus be apparent that the circuit for energizing the winding of the'relays GFS is in-` .ergized and are actuated to their picked-up or closed position upon energization of the winding of the relay.

The transfer contacts c and d act as back contacts when the winding of the relay is deenergized and as front contacts when the relay is energized. f

The contact a of relay GFS is effective in its picked-up position to establish a circuit for energizing the winding GF of generator No. I. The circuit for the field winding GF includes a resistor 2'I 'which is normally shunted by the single back contact of a relay 28. The relay 28 is controlled in response to the slipping of either the leading or the trailing wheel units of the truck in thev manner hereinafter to be specifically described and is effective upon slipping to remove thel shunt from around the resistor 21, thereby increasing the resistance in the circuit of' the eld winding GF and `correspondingly reducing the voltage delivered by the generator.

Contact b of the relay GFS controls the wind'- ing of a relay GS. `The relay GS has two con.. tacts a and b which. respectively control the connections of two bus Wires 30 and 3|` to the positive and negative terminals of the armature winding MGI of generator No. I.

Motor No. I comprises an armature winding MI and a series field winding mfI. Motor N0. 2 comprises an armature winding M2 and a series eld winding mfZ.

.Alrelay S is providedl which is elective, when the winding thereof is energized, for connecting the armature and field windings of motor No. I and motor No. 2 in series acrossthe bus wires 3|) and 3l. i

A pair of relays PI and'PZ are provided which are. jointly effective Ato cause connection of the armature and field windings of motor No. I and motor No. 2 in parallel relation acrossthe bus Wires 30 and 3|.

One terminal of the winding of eachl The relay S has a front contacta and aback contact b. With the contacts aand b of relay GS in their picked-up or closed positions thecircuit whereby the motor No. I and motor No.2

are connected in series relation across thefter-'f' minals of the generator No. I may be traced from the positive or left-hand terminal of the armature winding MGI of generator No. I, contact a of relay GS, bus wire 30, wire 33, iield winding.

mfI, armature winding MI, a wire 34including contact a of relay S, armature winding M2, eld' winding mfZ, bus Wire 3|, contact b of relay GS to the negative or right-hand terminal of lthe` armature winding MGI, Y

The back contact b of relay S is an interlock contact in the circuit of the winding of the relayv P2 for preventing energization of the winding of this relay when the relay S is picked-up.

The relay PI has two front contacts a and b and a back contact c. The relay P2 has a single front contacta.

Back contact c of relay PI is an interlock con-y tact in the circuit of the winding of the relayS and is effective upon pick-up to interrupt thel circuit for energizing the winding of the relay S to cause drop-out thereof.

Front contact b of relay PI is eiTective jointly with the back contact b of relay S to control the circuit for energizing the winding of the relayv MGI of generator No. l, through contact a or ref lay, GS to bus wire 30 where the circuit divides into two branches, the one branch extending by way of contact a of relay PI, armature winding M2, eld winding mfZ to the bus wire 3|v and thence to the negative terminal of the armature winding MGI of the generator No. I and the other branch extending by way of wire 33, field winding mil, armature winding MI and a wire 35 including contact a of relay P2 to the bus wire 3| and thence to the negative terminal of armature Winding MG I.

Associated with the motor field winding mfI is a shunting resistor fr and a shunting contacter' fsl. The contactor fsI has a single front contact which is effective when actuated to its picked-up-or closed position in response Ato energization of the winding of the contacter to connect the shunting resistor fr in shunt relation to the winding mfl.

In a similar manner a shunting contactor fs2 provided having a single front contact is effective when actuated to its picked-up or closed position in response to energization of the winding of the contacter to connect a shunting resistor fr in parallel with the eld'winding mf2 of motor No. 2.

When the eld windings mf I and mf2 are shunted by the corresponding resistors fr, the excitation of the Winding is diminishedrand the current through the armature winding correspond'- ingly increased to effect a corresponding increase in the speed of the motor in well known manner.-

Relays S, PI and P2 and the contactors fsI and fs2 are suitably controlled, in the manner presently to be described, so as to cause sequential connection of the motor No; and-motor No.1!y

inj seriea'ishenV in parallel and finally withthe ield windingshuntedas*the'speed ofthe vehicle increases.

l The speedcontrol apparatus Yfor controlling re- I portionalto the rotational speed of the corre-l sponding wheel'unit. The terminals of the generator` armature GI are automatically and se'- lectively :connected to razpair of bus wires 4I and 42in accordance with-the direction of rotation of the corresponding wheel unit under the control or a reversing relay RR ofthe polarized type.

. reversing relay RR has two transfer contacts a and b`. Thesecontacts are actuated to theirlower'positions in which they are shownin response to ow of current through the-winding of the relay RRy in one direction? and maintained therein once actuated thereto until the direction of-flow oicurrenttlirough the windings reverses..

Upon reversal'of the current through the windings of the relay RR; the contacts aand b are actuated totheir raised positions and thereafter maintained therein independently of subsequent deenergization of the winding `until the directionfof the flow of current through they windingssis subsequently reversed.

The 'circuit for energizing the windingvof the reversing relay RR will be traced hereinafter, but it 'may here be noted that when the vehicle or train istraveling in a forward direction the ,polarity'of the terminalsof the armature GI is such as 'to cause the contacts a, and bi ofthe reversing relay RR to be actuated to the lower position in which they are shown. Upon reverse travel of the vehicle, the'polarity at the terminals of the generator armature GI reverses and the contacts aand b of the relay RR are correspondingly actuated to their raised position.

' It will thus be seen that notwithstanding a reversal in the direction of rotation of the wheels driving the armature GI, the reversing relay RR automatically maintains a constant polarity of the bus wires'4l and 42. For purposes'v of the present invention it will be assumed that the bus wire 4I is"always of positive polarity whereas the bus wire 42 is always of negative polarity,

j Each of the so-called speed relaysLS and HS comprises an upper winding a and a lower winding b and a single front Contact c.

' The winding a of the relay LS is arranged to be f connected 'across the bus wires 4I and 42 alternativelyinseries with either of two resistors LRB or LRA-'in'the'dropped-out and picked-up posi-v tions, respectively, of the transfer contact d of the relay GFS.v .y I

In a similar manner, the winding a of the relay HS is arranged to be connected across the bus wires 4I jand 42 in series relation alternatively with a resistor HRB or a resistor HRA in the dropped-out and picked-up positions, respectively,

ofthetransfer contact c of the relay GFS.

i The resistors LRA, LRB, HRA, and HRB are provided for the purposeof causing the speed re-f lays LS and.HS to be picked-up in response to different` voltages corresponding :to diiierent;

accinge;

resistors is of correspondingly different value because the windings of the relays are identical in design,

Resistor LRB is adjustable so as to provide such a resistance as tocause the contact c vof relay LS to be picked-up during braking whenever the voltage delivered by the speed governor generator No.4- is above a certain value corresponding to a f certain vehicle speed, such as twenty miles per hour.

Resistor HRB is adjusted to provide such a resistance as to cause the contact c of therelay HS to be actuated to its picked-up position during braking whenever the voltage delivered by speed governor generator No. I is aboveY a certain value corresponding to ,a certain speed of travel ofY the vehicle, suchas thirty-tive miles per hour.

ResistorLRA is adjusted to provide such a res'istance as to cause pick-up of the contact c of relayLS during propulsion whenever the voltage supplied bythe speed governor generator No. I exceeds Va certain value corresponding to a speed lof travel of the vehicle of, for example, thirtyfive; miles per hour. f

Resistor HRA is adjusted ,to provide such a resistance as to cause pick-up of the contact c or the relay HS duringv propulsion whenever the voltage delivered by the speed governor generator No. I increases above a certain value corresponding to a speed of travel of the vehicle of, for eX- ample, eighty'miles per hour.

It will thus be apparent that relay LS is pickedup during a brake application as long as the speed ofthe vehicle exceeds twenty miles per hour whereas it is picked-up only when the speed of the vehicle increases above thirty-five miles per hour during propulsion of the vehicler It will also be apparent that relayHS is picked-up as long as the speed of the vehicle exceeds thirtyfive miles per hour during a brake application whereas it is picked-up only when-the speed of the vehicle increases above eighty miles per hour duringpropulsion of the vehicle.

The repeater relays LSR and HSR are similar to therelays LS and HS; The relay LSR has anupper `winding a, a lower winding b, three back contacts,- c,'d,'and e, and two front contacts f andrg.= Therelay HSR has an upper winding a, a lower Winding b, three back contacts, c,-d, and c 'and one'front contact f.

VContact bA of relay LS is eiective when actuated toits picked-up or closed position toconnect the-upper winding a ofthe repeater relayLSR across two bus wires 58 and 59, which are connected respectively to bus wires 48 and 49, that are,.in turnp'connect'ed vto the positive battery wire I8fand thenegative battery wire I9 respectively.' It will thus be seen that the winding a of `therelay LSR is energized whenever the contact b of the relay LS is-actuated to its pickedup position.

In a similar manner," the contact c of relay HS y is effective when actuated to its picked-up' or;

closed position to connect the winding a of relaylHSR across the bus wires 58 and 59 to cause` The purpose of the loop circuit connecting the,

speeds of 4Vtravel of the vehicle andv each of 'the'- windings b Iof these relays is to insure positive pick-up and positive drop-out operation of the contacts c of relays LS and HS.

The connections between the winding b of "each of the relays LS and HS and the corresponding winding b of relays LSR and HSR are such that Whenever the winding a of either of in picking-up the contact of the relay, thereby causing positive operation and preventing a fluttering thereof.

Conversely, when the contact c of either relay LS or HS is restored to its dropped-out or open position effecting deenergization yof the winding a of corresponding relays LSR and HSR, a Voltage is momentarily induced in the lower winding b of relays LSR and HSR which is of suchy polarity as to cause a ow of current in the opposite direction to oppose the effect of the current' energizing the winding a. By opposing the effect of the winding a, the momentary energization of the winding b of the relays LS and HS is effective to cause the positive drop-out of the contact of the relays LS and HS, thereby preventing a fluttering of the contact and a consequent burning thereof.

As is well known, it requires a greater current to cause the contacts of a relay to be initially picked-up than to maintain the contacts pickedup due to thefact that the reluctance of the magnetic ux'path in the core of the relay is reduced whenever the armature is picked-up. In order,

therefore, to cause the speed relays LS and HS to be picked-up and dropped-out substantially 'at the same speed, whether increasing or decreasing, a portion of resistors LRA and LRB is normally shunted by the back contacts d and e respectively of the repeater relay LSR. These; shunt connections are opened in response to the `pick-up of the contacts d and e of the relay LSR,

thereby to cause the 'insertion of additional resistancein circuit with the winding a of the relay LS. 'I'hus the contact c of the relay LS isfpicked-up at a certain voltage delivered tothe bus wires 4I and i2 and dropped-out at substantially the same voltage the Voltage being diierent depending upon whether resistor LRA or resistor LRB is effective. In view of the fact thathl I the voltage on the bus wires 4I and 42 is substantially proportional to the speed of the vehicle, it will be seen that the relay LS is pickedvup and dropped-out at either of two different speeds, whether the speed of the vehicle is increasing or decreasing, depending upon which of the two resistors LRA and LRB is eiective.

In a similar manner, the back contacts c and ,d of the repeater relay HSR normally shunt a portion of resistors HRA and HRB respectively,

. each shunt connection `being opened to cause the `at substantially the same speedk at which they f were picked-up.

lIt should be Aunderstood that the above-described arrangement for insuring pick-up and drop-out of the speed relays LS and HS at the same speed, whether the speed of the vehicle is increasing or decreasing, as well as the arrangement for causing the positive pick-up and dropout of the contacts of the relays LS and HS, are not in themselves my invention, being disclosed and claimed in Patent No. 2,257,311 to Andrew J.

Sorenson. I

Contact c of the relay LSR is connected in series relation with the windings of the reversing vrelay RR in a wire 5D connected across ythe terminals of the armature windingv GI of speed governor generator No. I. vIn view of the fact, as previously pointed out, that the contactsof the reversing relay RR remain in a position corresponding to the direction of flow. of current through the windings last energizing the windings until the direction of flow of current-is reversed, it will be apparent that it is unnecessary to mai'ntain the windings of Ithe reversing relay RR energized continuously since they constitute an additional load on the governor generator No.

I. Accordingly since the contact c -of `the relay LSR is actuated to its picked-up or open position at a speed -in excess of thirty-ve miles per hour during propulsion of the vehicle, it will be seen that the winding of the relay RR is ordinarily normally deenergized after the relay is conditional in accordance with the direction of rotation of lthe Vehicle wheels. Since the relay LSR does not drop out until the speed of the vehicle decreases below-twenty milesv per hour during a brake application, itwill be apparent that the circuit for energizing the -windings'of the relay RR is maintained correspondinglyopen when the vehicle is being brought to a stop vin hereinafter specifically described.

(c) Wheel-slip control apparatus Y If the wheels with which the speed 'governor generator No. I is associated slip, that'is'lose traction,` during propulsion of the vehicle, the

generator will supply a voltage in vaccordance with the increased speed of rotation of the wheels which is much greater than the actual speed wof the vehicle. If the speed relays LS and HS were' permitted to respond to ythe false speed indication, they would operate to cause corresponding changes in the connections lof motor No. I and motor No. 2 from ythe Series to the Paralle1.or to the Reduced Field connection. Such changes' in the connections of motor No. I and motor No. 42

are undesirable and accordinglytwo wheel-slip relays WSI and WSZ are provided for interrupting the energizing circuit for thev winding a of the speed relays LS and HS whenever slipping of the wheels driven by motor No. I or Vmotor No. r2

occurs. 4

The wheel-slip relays WSI Iand WSZ are of the uni-directional type, that is lthey, are operative to a picked-up position only in response to a current in one direction through the winding thereof exceeding a certain value. Each of these re,-

` lay RR.

contacts of the relays.

transfer contacts c and d of `the reversing l re- The arrangement of the windings of the relays WSI and WS2 `with the corresponding condensers Cl and C2 is such that the current supplied to charge the condensers in response to an increasing voltage supplied by the governor and wheelslipgenerator No. I and wheel-slipgenerator No. 2 correspondssubstantially to the rate of acceleration of the corresponding vehicleiwheel's. The connections of the windingsa of the relays WSI and WS2 are such that the current supplied to charge the condensers associated therewith is in the properdirection to cause pick-up of the Moreover, the windings are so designed that unless the current supplied tocharge the condensers exceeds a certainvalue, corresponding to a certain rate of acceleration of the Vehicle wheels occurring only when the wheels slip, the contacts of the relays are not actuated to their picked-up position.

Conversely, when the voltage delivered by the governor and wheel-slip generators No. I and No. 2 decreasesin response to the reduction vin rotational speed ofthe corresponding vehicle wheels,

current is discharged from lthe. condensers through the windings of the relays WSI and WS2 in a 'reverse 'direction. Since the direction of ow of current discharged from the condensers is'opposite to that required to cause pick-up of the contacts of the relays, the contacts of the relays remain in their dropped-out position or are restored to their dropped-out position whenever the voltage delivered by the governor and 'wheel-slip generators No. I and No. 2 decreases in yresponse tothe deceleration of the vehicle wheels corresponding thereto.

vlit will be apparent that due to the fact that 'the polarity of the voltage impressed on the bus wires 4I Aand 42 as well as on the bus wires 4ta and 42a remains constant, notwithstandingr a reversal of polarity of the voltage suppliedV by the governor and wheel-slip generators No. I and No. 2 due to the reversal in the direction of rotation of the corresponding vehicle wheels, the wheelsllp relays WSI and WS2 operate in vthe samp. manner for either direction of rotation ofthe vehicle wheels. Y

The back contacts l) of the two relays WSI and WS2 are connected in seriesrelation in the bus Wire 4I. Accordingly, whenevery either of the relays is picked-up in response toSlipping of the corresponding vehicle wheels, the circuit `for en.. ergizing the upper windings a of thespeed relays LS and HS is interrupted and consequently the contacts of these relays are restored to their dropped-out position which,in turn, results in wheel-slip relays WSI and WS2 is eective to prevent pick-up of these relays in response to Wheel-slip generator No. 2 under the control of 10" equipment includes two train pipes 5I and 52,

the 'increasing voltage Vdelivered by the speed governor generator No. I.

The back contacts c of the wheel-slip relays -WSI and WS2 are severally effective to control the winding of the eld shunting relay 28 and an indicating lamp 45. VThis circuit may be traced from the branch Wire 48 of the positive battery wire I8, in parallel through the two contacts c of the relays WSI and WS2 to a wire 46, thence in parallel through the indicating lamp 45 and the Winding of the relay 28 to the branch wire 49 of the negative battery wire I9.

Accordingly, as long as either of the Wheelsliprelays WSI or WS2 is picked-up, the indieating lamp 45 is illiuninated to indicate the slipping condition of 'the corresponding vehicle Wheels and the contact of the relay 28 is pickedup to remove the shunt connection around the resistor 21 in the Acircuit of the eld winding GF of main generator No. I.

The insertion of the resistor 21 in the circuit ofthe eld winding GF of main generator No. vI effects a substantial reduction in the degree of excitation of the generator field winding GF and a consequent substantial reduction in the voltage delivered -by generator No. I. Current supplied' to the motors No. I and No. 2 is thus correspondingly diminished so as to cause a correspondingly prompt restoration of the Slipping wheels back to a speed corresponding to vehicle speed.

(d)v Brake control apparatus AThe invention further comprises apparatus for controlling the fluid pressure operated `brakes as Well as apparatus for controlling the connection of motors No. I and No. 2 so as to act as dynamic brakes. i

The fluid pressure 'operated brake equipment is illustrated in simplified form as of the ,straightair type but it will be understood that in actual practice the more usual combination lof conventional automatic and straight-air brake equipments in present dayuse on high speed trains is contemplated.

As shown, the fluid pressure operated brake hereinafter designated the supply pipe and the control pipe respectively; a reservoir 53, referred to hereinafter as the 'main reservoir and constantly connected to the supply pipe 5I to cause l it to be charged to the normal pressure carried pressure in the control pipe; one or more brake cylinders 51, three being shown for purposes of illustration, one for each wheel unit of a given truck"l effective to cause application of the brakes in response to the supply of fluid under pressure thereto andto cause release of the brakes in response to the release of fluid under pressure therefrom; a suppression magnet valve SV interposed between the brake cylinders 5l and the `control pipe 52 for the purpose of controlling or preventing the supply of fluid under 4pressure to the brake cylinders as longvas the degree of application of the dynamic brakes exceeds a certain degree; and a pressure operated switch PS operatively responsive to the pressure in the control pipe 52.

Brake valve BV is of the self-lapping type described and claimed in Patent 2,042,112 to Ewing K'. Lynn and Rankin J. Bush and reference may be had to this patent for a complete description of the :brake valve. Briefly, the brake Valve BV comprises an operating handle 58 shiftable in a horizontal plane to correspondingly rotate a rotary operating shaft controlling the operation of supply and release valves of the self-lapping type. With the brake valve handle 58 in its normal or brake release position; the release valve is open andv the supplyvalve is closed so that Iluid under pressure is accordingly vented to the atmosphere from the control pipe 52 through the branch pipe v55 and an exhaust port and pipe y59 at the brake valve. As the brake valve handle 58 is shifted out of its brake release position into its application zone, the release valve is closed and the supply valve is opened, so that fluid under pressure is correspondingly supplied from the supply pipe 5I through the branch pipe 54 and 55 to the control pipe 52, the supply valve being automatically seated when the pressure attained in the control pipe reaches a value substantially proportional to the degree of displacement of the brake valve handle 58 out of its brake release position. Accordingly, the pressure established in the control control pipe 52 is varied substantially in proportion to the degree of displacement of the brake valve handle out of its brake release position. If the pressure in the control pipe 52 tends to reduce for any reason, such as leakage, the valve mechanism of the brake valve operates automatically to supply fluid under pressure to the control pipe to maintain a pressure therein corresponding to the position of the brake valve handle. f

Fluid under pressure is supplied from the coni trol pipe 52 to a branch pipe 6I to which the pressure operated switch PS is connected. The brake cylinders 5l are connected to the pipe BI by a branch pipe IIa in which the suppression magnet Valve SV is interposed.

The pressure operated switch PS may be of the snap-acting type described and claimed in Patent 2,096,492 to E. E. Hewitt. Brieily, it comprises a pair of stationary insulated contacts a, a movable contact bnand mechanism for actuating the movable contact b into and out of engagement with the contacts a in response to variation of pressure in the control pipe 52 from below to above a certain critical pressure and from above to below such pressure, respectively.

For purposes of the present invention it is assumed that when the pressure in the control pipe 52 increases above ve pounds per square inch, the contact b of the pressure switch PS is actuated into contact with the associated contacts a, and remains in such position until the pressure in the control pipe 52 reduces below ve pounds per square inch, at which time it is actuated out of engagement therewith. l

AThe suppression magnet valve SV is of standard type having a double beat valve 63 which is biased to an upper seated position by a spring 64 and which is actuated to a lower seated position in response to energization of a magnet winding or solenoid 65. In its upper seated position, the valve 63 establishes communication through the branch pipe Sla from the pipe 6| to the brake 'cylinders -5'I, thereby permitting variation of the pressure in the brake cylinders in accordancewith Variations of the pressurer in the control pipe 52. In its lower seated position, communication through the branch pipe Blais interrupted and communication established for exhausting fluid under pressure from the brake cylinders through an exhaust port 66.

The apparatus for controlling the connection of the' motor No. I and the-motor No. 2 to act as dynamic brakes and for controlling the degree of such dynamic brake application comprises two contactors BI and B2.

The contactor BI comprises a Winding a and three front contacts c, d, and e respectively.

The winding a of contactor BI is energized under the joint control 'of the pressure operated switch PS and the back contact e of the repeater relay HSR. The circuit for energizing thewinding of the contactor BI is traced from the positive battery wire I8 by way of a Wire 68 including in series relation therein the contacts of the pressure switch PS, the Winding a of the contactor BI, and back contact e of the relay HSR to the wire 49 and thence to the negative battery Wire I9.

The contactor B2 comprises a winding a, a front contact b and a transfer contact c.

Contact b of contactor BI and the contact g of the relay LSR are jointly effective to control the winding a of the contactor B2. The circuit for energizing the winding a of contactor B2 .Y maybe traced from the positive battery wire I8 by way of the wire 48, a branch wire 1I, contact b of contactor BI, a Wire 'I2 including the contact g of relay LSR and the Winding a of contactor B2 in series relation, to the wire 49 and thence to the negative battery wirel 9.

Contact c of contactor BI is eiective in its picked-up or closed position to establish a circuit for energizing the winding of theA relay PI, which in turn causes energization of the relay P2, thereby connecting motor No. I and motor No. 2 in parallel for dynamic brake operation. This operation will be described more specically hereinafter in connection with an assumed operation.

With the transfer contact c of contactor B2 in its dropped out or lower position as shown, the actuation of the contact d of contactor BI to its picked-up or closed position establishes a dynamic braking circuit for moto-r No. I and motor No, 2 acting as generators. The dynamic braking circuit may be traced from the point between thearmature winding MI and field winding mfI of motor No. I, by way of a wire 'I4 including in series relation therein contact d of contactor BI, dynamic braking resistors RI and :R2 in series relation, contact c of contactor B2 ,and the winding 65 of the suppression magnet valve SV to the point between the armature winding M2 and the eld winding mff2.

When the contacts of contactor B2 are actuated to their picked-up position, they connect the dynamic braking resistors RI and R2 in parallel relation instead of in series relation `in the dynamic braking circuit.

OPERATION 0F EMBODIMENT SHOWN IN Fics. 2 AND 3 a) Propulsion In describing the operation of the equipment, only the specific equipment shown in Figs. 2 and -3 will be referred to. It lshould be understood, however, that the control equipment corresponding to that shown in Figs. 2 and 3 and associated with the power plants for the other wheel trucks, including engines Nos. 2, 3, and 4 will be similarly and simultaneously operated.

Let it be assumed that the train of cars drawn by units A and B is stopped and that the various Diesel engines have been started and are driving the corresponding main generators Nos, I 2, 3, and II at idling speeds with the handle I2 of the throttle control switch in its Idle position. Let

. it be 'assumed further that the'brake valve handle `58uisl in its brake release position so that the kbrakes vthroughout the train are released. f lin order to start the train the operator shift the handle I2 of the throttle control switch TCS `out OfitsIdle position in a clockwise position a desired amount to securek they desired acceleration` and ultimate speed ofv the train. The contactIS-on thelhandle I2 thus bridges the arcuate contact ksegments I4 and I5 to establish thecir- 'cuit l previously tracedfor energizing the winding oftherelay GFS which results inthe actuation of the contacts of thisrelay to their picked-up positions. 1 f

In its picked-up position, the contact a ofthe relay' GFS establishes the circuit for energizing the field winding GE of main generator No. I.

This circuit extends from the positive battery -wireIB by way of-a wire 8|, a branch wire 82 includingA in seriesv -relation therein lthe contacta of the relay GFS, the contact of the field shunting relay 28fand eld winding GF to the wire 25 and thence yto the negative battery Wire I9. Field windingGF is accordingly energized to a maxir mum degree inview of the 'fact that the Contact ofthe relay 28 shunts circuit. I Contact b of` relay GFS is effective when actuthe resistor 21 outvof the ated to its picked-up or closed position to establish a circuit for energizing thel winding o f the relay G s and vthe winding vo'f the relays..v This circuit jefxtends from the positive battery wire i8 by-'way of the' wire` 8l, a branch wire 83Vincluding the 'Y contact b of relay GFS, thence in parallel through "two 'parallel branches, one branch including the "winding ofthe relay G S `and the other of which 4includes in series relation the back contact c of relay/LPI andthe windingof therelay'S, the two bra-riches rejoining at the wire 25 which is connected to the negative battery wire` I9.

The relay S, is effective when picked-up, as

previously described, to connect motor No.k I and motor No. 2 in series across the bus 'wires 30 and 3| While the relay kGS vis 'effective when picked-up to connectthe bus wires 3| and 30 to the terminalsof thegenerator armature Winding MGI.

Motor No. I and motorNo. 2 are thus supplied withcurrent from the generator No. I to drive the corresponding wheel ing torque. r

Obviously, as the degree units with a high startof displacement of the handle I2 of the throttle control switch TCS out will correspondingly vary, as will the rate of acceleration of the train. When the speed of the train increases above thirty-lvemiles., per hour, Athe speed relay LS is picked-up in response to the voltage' supplied by the speed governor. generator No. I. It will be understood that relay LS is conditioned so as not to be picked-up until the speed exceeds thirty-five miles per hour, due to the connection jof the :resistor LRA in series with the pick-up relay PI to a wire 88, and thence by wire`25to the negative battery wire I9.

Upon the actuation of contact c of relay PI to its picked-up or open position, the circuit for energizing the winding of relayS is interrupted. The back contact b of relay S is correspondingly restored to its dropped-out or closed position while Acontact a', of relay S is restored to its open position to interrupt the series connection rof the motors. Upon the restoration of contact b of vrelay S to its closed position,` a circuit is established for energizingthe windings of the relay P2. This circuit extends from the positive batteryfwire I8 to the Wire B1 as previously traced for relay PI, thence by way of the front contact b of the relay PI, contact b of relay S, winding of relay P2, and wires 88 and 25 to the negative battery Wire I9.

The contact a of relay S is thus restored to its dropped-out or open position interrupting the series connection of motor No. I and motor No.` 2 prior to the completion of the circuit for energizing the winding of the relay P2 in response to the drop-out of the contact b of relay S. With both of the relays PI and P2 actuated to .their picked-up positions the armature land eld TCS is advanced suiciently, the speed of the train will increase above eighty miles per hour. When the speed of the 'train exceeds eighty miles per hour, speed relay HS is picked-up in response vto the voltage delivered by the speed governor generator No'. I. It will be understood tliat'the relayI-IS is conditioned to respond only to a speed in excess of eighty miles per hour due to inclusion of vthe resistor HRA in series with the winding a thereof by the contact c of the relay GFS. Repeater relay HSR is picked-up instantly in response to the pick-up of the speed relay HS.`

Contact f of relay HSR is eiective'. in its picked-up or closed position to establish a circuit for energizing the windings of the contactors fsI and fs2. lThis circuit extends from the posisisters fr in shunt relation to the eld windings now be described.

mfl and mfZ of motor No. I and motor No. 2 respectively, thereby eiecting a further increase in the current through the armature windings AMI and M2 of the motors. This is the maximum speed condition of the motors and the speed at which the train is driven in excess of eighty miles per hour depends upon the ultimate degree of displacement Aof the handle I2 of the throttle control switch TCS out of its Idle position.

If, while the train is traveling at a speed in excess of eighty miles per hour, anV ascending grade is encountered suicient to cause a reduction in the speed of the train to below eighty miles per hour, the speed relay HS is droppedout. Repeater relay HSR is thus also correspondingly dropped-out and the previously traced circuit, including the contact f of relay HSR, for energizing the windings of the contactors fsl and fsZ is interrupted. The contactors fsl and fsZ are thus -dropped-out thereby disconnecting the shunting resistors fr from shunt relation with respect to the field windings mfl and mf2 of motor No. I and motor No. 2. The motors are thus automatically restoredto their parallel connection when the speed of the train reduces below eighty miles per hour during propulsion.

If the grade is suiciently steep'to cause a reduction in the speed of the train to below thirty-rive miles per hour the relay LS and likewisei the repeater relay LSR will be correspondingly dropped-out. Upon the drop-outof contact f of relay LSR, the previously traced circuit for. energizing the windings of the relays PI and P2 is interrupted and these relays are restoredl to their dropped-out positions.

Upon the restoration of contact cof relay PI to its dropped-out or closed position, the circuit for energizing the winding of relay S is again completed and the contact a of the relay S is thus lpicked-up to eiect the series connection of motor No. I and motor No. 2.

Thereafter, if the speed of the train again increases successively above thirty-live and eighty miles per hour, speed relays LS and HS are successively picked-up to cause the motors to be l connected in parallel and with reduced field in succession in the vmanner previously described.

It will thus be seen that the connections of the motors and consequently the speed thereof is automatically controlled at all times in accordance with the speed of the train.

(b) Wheel-slip due to excessive' propulsion torque exerted thereon. If, however, when the train is started, the traction of the driving wheels is so low or the rate at which the handle I2 of the throttle controlrswitch TCS is advanced is so rapid, that either one or both of the driving wheels begin to slip, a further operation occurs which will Let it be assumed that the leading wheel unit having wheel-slip generator No. 2 associated. therewith begins to slip when the train is started. In such case, wheel-slip relay WS2 is picked-up in response to the abnormally high rate of acceleration of the slipping wheel. The circuit for energizing the winding a of speed relays LS and HS is thus interrupted due to the interruption of the circuit through the bus wire 4l in response to pick-up of ycontact b of relay WS2. It will thus be apparent that the repeater relays LSR and HSR are maintained in their dropped-out positions preventing the change of motor No. I and motor No. 2 from the series connection initially established.

At the same time, the indicating lamp 45 is illuminated and the field shunting relay 28 is picked-up in response to the actuation of contact c of relay WS2 to its picked-up or closed position. The excitation of the eld winding GF of generator No. I is thus automatically and substantially reduced so as to reduce the Voltage supplied by the generator. The current supplied to the series-connected moto-rs No. I and No.v 2 is thus correspondingly reduced so that the propulsion torque exerted on the driving wheelsfis correspondingly reduced. The reduction of the propulsion torque exerted by the` motors on the driving wheels thus causes prompt `cessation of the slipping condition and the immediate reduction iny speed of theslipping wheelsA to the speed of travel of the train. n

Whenever the rate of acceleration of the slipping wheels reduces suiciently tocause dropout of the relay WS2, the circuit for energizing the winding a of each of the speed relaysLS and HS is automatically restored, the indicating lamp 45 is extinguished, and the shunting relay 28 is restored to its dropped-out position shunting resistor 2I in the circuit of the eld winding GF.

It will be apparent that if the driving wheels with which the speed .governor and wheel-slip generator No. I is associated begin to slip when the train is started, the same operation occurs as previously described except that the `operation is initiated in respon-se toy pick-up of the relay WSI instead of in response to the pick-up of the relay WS2.

(c) Braking Let it now be assumed that while the train is traveling at a speed in excess of leighty miles per hour, the operator desires to apply the brakes to bring the train to a stop. To do so, the operator rst restores the operating handle I2 of the throttle control switch TCS to its Idle position and then shifts the brake valvelhandle 58 out vof its brake release position into the application zone thereof an amount corresponding to the desired degree of application of the brakes. f

Upon the restoration of the throttle control switch TCS to its Idle position, the contact IB on the handle disengagesthe arcuate contact segments I4 and I5, thereby interrupting the circuit for energizing the relay GFS and causing restoration of the contacts of the relayto their dropped-out positions.

The circuit for energizing the field windingGl' of generator No. I is thus interrupted due to the drop-out of the contact u. of the relayGFS. At the same time, the circuit for energizing the windings of relays GS and S is interrupted due Ythe restoration of the throttle control switch TCS to its Idle position will causel coasting ofthe train. I

Upon displacementof the brake valvev handle 58 into-its application zone, the controlpipe 52 is correspondingly charged with nuid under pressure. f i

Thefpressure operated switch PS is thus actuated to its closed position in response to the build-upV or pressure in lthecontrol pipe 52 to above-rive pounds'per square inch, but such operation is ineffective to cause energizationvof the winding a vof contacter BI because the contact e of repeater relay HSR'remains inV its pickedup or'openposition due to the speed'of the train exceeding thirty-ve miles per hour. It should' be understood that'when` the relay GFS is restoredto its dropped-out position, the speed relays -l and HSr were renderedf responsive to different'speeds than during the propulsion period, due to the `substitution of resistors LRB and HRB for lresistors LRA and HRA respectively in'response to the drop-out of contacts vc and d of the relay GFS. Contact 'e of relay HSR is thus picked-'up because' it is assumed'that the vtrain is traveling at va speed in excess ofeighty miles per hour which of course exceeds the pick-up speed for relay HS of thirtyfive miles per hour during the braking period.

. of the suppression magnet valve SV remains deenergizedand consequently the magnet valve SV establishes communication through which uid under pressure may be supplied to the brake'cylinders 51. H

Fluid pressure is accordingly established in the brake cylinders 51 in'accordance with the pressure of the fludestablished in the control pipe 52 and the'fluid pressure operated brakes are accordingly applied to the wheels in accordance with the pressure of the fluid established in the brake cylinders.

As long as the train exceeds a speed of thirtyve miles per hour, therefore, only the fluid pressure operated brakes are applied to brake the train.

When the speed of the train reduces below thirty-ve miles per hour in response to the application of the fluid pressure operated brakes, the speed relay HS is automatically restored to its dropped-out position, correspondingly. causing the drop-out of its associated repeater relay HSR.

Upon the restoration of contact e o repeater relay HSR to its dropped-out or closed position, the previously traced circuit for energizing the winding a. of contactorBlis established and the contacts of contactor `Bl'arecorrespondingly acf tuated to their picked-up position.

Sincev the train is still traveling in excess 'of twenty miles per'houn the speed relay LSis still picked-up, as is its associated repeated re'- I lay LSR. Accordingly, the Contact b of contactor Bl is eiective when actuated to its pickedup or Vclosed position to establish the circuit, previously traced and including contact g of relay LSR, for energizing the winding a of contactor B2 so that the dynamic braking resistors RI and R2 are corrrespondingly connected inparallel.

At the same time, the contact c of contactor BI iseiective when actuated to its picked-up or i "fis ing the windihgbf the 'relay Pr. This circuit extendsfrom the positive battery wire I8 by way of the wire 48 and branch wire ll, contact c of'eontactor BI, wire 8l, winding, of relay PI,. and wires 88 and 25 to the negative battery wire I9. The contact c of relay Pl thus interrupts the circuit for the winding of relay S to insure the interruption of the series connection between the motors No. I-and No. 2 prior to the parallel connection thereof for dynamic brake operation.

' Relay P2 is picked-up in response to the actuation of contact b of relay PI to the picked-up or closed position, as previously described. Accordingly, it will be seen that motor No. I and motor No. 2 are connected in parallel for dynamic braking operation in response to the pick-up of the contacter BI.

With motors No. I and No. 2 connected in parallel, the actuation of contact d of contactor BI to its picked-up or closed position establishes the dynamicbreaking circuit through the wire 14, as previously indicated, including -the parallel-connected dynamic braking resistors RI and With the dynamic braking resistors RI and R2 in parallel relation, a minimum resistance is provided and consequently the maximum dynamic braking current is permitted to flow in the circuit thereby producing the maximum degree of dynamic braking. f

The reason for preventing the lestablishment of the dynamic braking circuit until the train speed reduces below thirty-ve miles per hour is that the speed ofthe motors at train speeds in excess ofthirty-iive miles per hour is suchas to produce anv excessive dynamic braking current which might result in overheating of theeld and'armature windings of the motors. Itis desirable, therefore, to prevent such overheating of the motor armature windings and field windings.

The magnet winding 65 of the suppression magnet valve SV is energized in response to the dynamic braking current initially established and consequently operates to interrupt the supply of uid under pressure to the brake cylinders 51 and eiects the exhaust of iiuid under pressure therefrom through the port 66. As long as the dynamic braking current exceeds a certain degree corresponding to a certain low speedof the train, such as fteen. miles per hour, the suppression magnet valve SV is eiective to .continue to prevent the supply of uid under pressure to the brake cylinders 51, and thereby maintain the uid pressure operated brakes released.

When the speed of the train `reduces below twenty miles per hour, the speed relay LS is restored to its dropped-out position, thereby restoring the associated repeater relay LSR to its dropped-out position.

fIt will be understood that the speed relay LS is conditioned to drop-out only `when the speed of the train reduces below twenty miles per hour due to the substitution of the resistor LRB for the resistor LRA in response to the drop-out of the contact d of relay GFS.

The contact g of relay LSR is eiective when restored to its dropped-out or open position to interrupt the circuit, previously traced, for energizing the winding a of the contacter B2. Upon the consequent restoration of the contactsb and c. of contacter B2 to their dropped-out positions,

the dynamic braking resistors RI and R2 are reconnected into series relation in the dynamic braking-circuit, thereby eiecting a substantial closed position to establish a circuit for enferjgZ- C75 increase in the resistance of the dynamic brakingcircuit and a consequent reduction in the degree of the dynamic braking current. The degree of the dynamic braking eifect exerted by motor No. I and motor No. 2 is thus substantially of' dynamic braking effect due to decrease inv speed below twenty miles per hour causes the speed to increase above twenty miles per hour at whichl time the dynamic braking effect is again increased. The speed of the train is thus automatically regulated to about twenty miles per hour without any application of the fluid pressure brakes.

When the speed of travel of the train reduces sufficiently, as for example below fifteen miles per hour, the suppression magnet valve SV is restored to its normal position reestablishing corn-l munication from the control pipe 52 to the brake cylinders 57. The fluid pressure brakes are accordingly reapplied automatically as the train approaches a stop, the degree of application cor'- responding tothe degree of displacement of the brake valve handle 58 out of its brakerelease position. The operator will control the position of the brake valve handle at this time in such manner that the fluid pressure operated brakes will not excessively brakev the wheels and cause sliding thereof.

It. should be understood that the dynamicJ brakingreiect exerted by motor No. l and motor No. 2. decreases rapidly to Zeroonce the speed of the train reduces below iifteen miles per hour. Thus, while the pressure 'is being built-up in the brake cylinders, the degree of dynamic braking effect is rapidly reducing. uid pressure brakes are applied simultaneously with the dynamic brakes thereI is little likelihood that an excessive degreev of brake application will be effected so as to cause sliding of the wheels, unlessv the operator causes an excessive dgree of application of the fluid pressure brakes.

When the train comes to a stop, thefluid pressure operated brakes remain applied to a degree corresponding to the position-of the brake valve handle 58. Therefore, when it is desired to again start the train, the operator must first shift the brake valve handle to its brake release position restoring the pressure in th`e control pipe 52 to atmospheric pressure and corrrepondingly releasing fluid under pressure from the brake cyl f nders 51 by way of the exhaust port'and pipe 59- at the brake valve so as to effect the complete release of the brakes.

EMBODIMENT SHOWN IN. F1os. 4 AND 5 In Figs. fl and there is shown a modication of the equipment disclosed in Figs. 2 and 3. Certain parts and devices in the two equipments are identical and such elements are designated by the same reference numerals, previously employed, without further description. For sim- Thus, even though the Y Cin f ParalleL and Reduced Field.

plicity, therefore, only those parts and operadiffers' from that in the. previous; embodiment in that'the lcontrolI of relays P3, P4, and SI, respectively corresponding to relays PI, P2, and Si, and the control ofthe contactors fsl" and fsZ for controlling the connections of motor No.. I and motor No. 2 in the generator circuit is` effected indirectly under the. control of the-'repeater relays LSR2 and HSRZ, corresponding respectively to` repeater relays LSR andy I-ISR through the medium of a power control switch PCS which is operated by an air engine AE.

The power control switch PCS performs the .function of relay GFS in controlling the circuit of the generator eld winding GF'as well as the variation in the sensitivity of the speed relays LS and HS during propulsion and breaking respectively.

The control of motor No. I and motor; No. 2 to establish the dynamic braking circuit is somewhat different from the previous embodiment, employing three contactors, B, B3, and IBllr in place of' the relay GS and contactors BI and B2. Dynamic braking resistors rl and r2 are provided in place of the dynamic braking resistors RI and R2.

A. pressure operated switch PSI is provided in place ofpressure switch PS and differs therefrom in having three contacts bi, d and f adapted toV engage associated pairs of stationary contacts a, c, ande wheneverv and as long as the pressure in the control pipe 52 exceeds' five pounds per square inch.

Considering the parts in somewhat greater detail the repeater relays LSR2 and HSRZ dier from the repeater relays LSR and HSR merely in the number of contacts operated thereby. Relay LSRZ has a transfer contact hand a front contact i in addition to contacts c, d, Ae, `f, and g of relay LSR.

Repeater relay HSRZ differs from relay HSR in having a front contact g in addition to con.- tacts c, d, e, and f of the relay HSR.

As diagrammatically shown in developed form, the power control switch PCS comprises a number of cams a, b, c, d, e, g, h, i, 7c, Z', m, a-nd n 4fixed on a rotary operating shaft HH.` The cams of the power control switch are adapted to be rotated in the manner presently to be described into any one of four operating `posi' tions designated respectively, Off, Series,

As diagrammati'cally shown, the shaft IGI may be provided with a disk |02- having notches m3 therein for receiving a spring biased pawl |03 which serves to yieldingly yet positively hold the cams in any of the various positions.

The cams a to n are adapted to operate correspondingcontacts or switches to open or closed position, depending upon the rotary position of the cam. The switches operated by the cam are shown in verticalalignment directly beneath the corresponding cams and are designated yf; a, ml, b, m2, c, pl, 3.122, dbh, ah., bl, and al.

It will be understood that, in accordance with conventional practice, the switch devices areI operated to a closed' position only in those operating positions covered bythe cams in the development view and operated to open position in those operating positions not covered by the cams. Thus, with the cams rotated to the Off position. as shown. the switch gf, is in open position but is operated to closed position in the Series, Parallel and Reduced Field positions'of the corresponding cam g.

Similarly, `the switch a is in closed position in theOff'and Series positions of the corresponding cam b. and in open position in the Parallel Vand analyzed in fa similar manner, without further description.

The air engine AE is effective to cause rotation' of 'the shaft |0| to position the cams of the power controlled'switch PCS in the various operating positions. As diagrammatically shown, the air engine AE comprises two air cylinders |05 and |06 respectively, in which pistons |0'I and |08 respectively operate, vthe pistons being fixed at opposite ends of a connecting shaft or stem |08 having teeth thereon forming a gear rack ||.0.f The gear rack H meshes with a. pinion gearIIlfixed on the shaft; |0|. k-

Fluid. under pressure `is supplied to the cylinders. and |06 from a suitable reservoir H3 and released from the cylinders under the control of magnet valves H4 and 5 respectively.

When `fluid under-pressure is supplied -to both' cylinders, 'the vfluid pressure forces on the pistons are: balancedand the shaft |0| is accordingly maintained stationary in the corresponding position. When the iiuid pressure forces on the pistons are.unbalanced,:the shaft |0| is rotated in one. direction or the other depending upon the direction of the unbalanced force.

The magnetvalves |I4 and H5 are substantially=identical, each comprising adouble beat valve H6 contained in` a chamber HI and norseated position, the valve IS of magnet valve I I4.

closescommunication between the chambers I |'I and |22 and opens communication between the chamber HI and a chamber |24 which is connected by a'pipe |25 to the reservoir I3.

The reservoir H3 may be charged with uid under pressure from the supply pipe 5| and the main reservoir 53 through a branch pipe |21 having a one-way or checkvalve |28 therein, for

preventing back flow of fluid under pressure from t the reservoir |3. y j

- It will thus be apparent that when the magnet winding H9 of the magnet valve H4 is deenergized, uid under pressure is exhausted to atmosphere-from air cylinder lthrough the exhaust port |23. On the other hand, when the magnet winding'gI-IS -is energized, the exhaust communication is closed and iiuid under pressure is supplied to the air cylinder |05.

-The arrangementI of the magnet valve ||5 differs from that ofthe magnet valve ||4 in that the chamber H8 does not have an exhaust port but is connected by thepipe |25 to the reservoir v I I3 while the chamber |24 is not connected to the pipe |25 but is provided with an exhaust port |23.

It will thus be seen that with the magnet winding I9 of the magnet valve H6 deenergizedjluid I under pressure is supplied to the air cylinder |06. On the `other hand, when `the magnet winding :IIS of the magnet valve H5 is energized, the

supply communication is closed and communication is established through which fluid under pressure is released from the cylinder |06 through the exhaust port |23in the chamber |24. When iiuid under pressure is supplied to the cylinder |05 and released from the cylinder |05, the shaft IIiIv ,of the power control switch PCS is vrotated toward the lOff position. Conversely when fluid under pressure is released from the air cylinder |06 and supplied to the cylinder .|05 the shaft |0| isv rotated toward the Reduced Field position thereof.

It will thus be apparent that with the magnet windings H9 of both magnet valves ||4 and H5 deenergized, the shaft |0| of the power control switch PCS is rotated in the direction of the Oiff' position and that with the'magnet windings H9 o f both magnet valves H4 and |I5 energized, shaft |0| is rotated in the direction of the Reduced Field condition. It will also be apparent that in order to stop the shaft in series and parallel positions, it is necessary that the magnet winding I I9 of the magnet valve I I4 be energized while that of the magnet valve I I5 is deenergized.

Since movement of the cam shaft |0| beyond either of the extreme positions, namely the Ofi position/andy Reduced Field position, is prevented by mechanical limiting means,- not shown, both magnet valves I I4 and I5 need not be energized to hold the shaft in these positions. Thus thc magnet windings of both magnet valves |I4 and l5 may be deenergized to maintain the shaft |0| in thev Off position. Similarly, the magnet winding of the magnet valve H4 may be maintained energized while that of the magnet valve H5 is deenergized to maintain the shaft |0| in Reduced Field position.

OPERATION oF EQUIPMENT SHOWN 1N F1os. 4 AND 5 (a) Propulsion 'l Let it be assumed that the train of cars having the equipment shown in Figs. 4 and 5 is at a standstill with the `throttle control switch TCS in its Idle position wherein Engine No. I is driving generator No. l at idling speed and with the brake valve handle 58 in brake release position so that the brakes on the train are released, and that the operatordesires to start the train. T-o do so, he shifts the handle I2 of the throttle control switch TCS out of the Idle position in a clockwise direction to a desired degree corresponding to the desired degree of acceleration.

When the contact I6 on the handle I2 of the throttle control switch TCS bridges the contact segments I4 and I5, the circuit is completed for energizing magnet windings H9 of both magnet valves II4 and H5. This circuit may be traced from the positive battery wire I8 by way of wire 2|, contact segment I5, contact I5, and contact segment I4 of the throttle control switch TCS,

' wire 22, throttle control wire 20, and thence to a bus wire |3| where the circuit divides into two branches, one branch extending by way of a wire |32 including the closed switch .a of .thepower control switch PCS, -back'contac-t h-of -therepeater relay LSRZ in its dropped-out position, a wire |33, a wire |34 including the magnet winding II 9 of magnet valve II4 to a wire |35 which is connected to the negative battery `wire-I9. .'-I'he other branch extends from the bus wire I3=I by way of a wire |36 yincluding the closed contact c of the power control switch PCS, a lbranch wire |31 including the magnet winding IIS of the magnet valve I I5 and a manually operated switch 138, the purpose of which will be hereinafter explained, to the Wire I 35 and thence to the nega- -tive battery wire I9.

Fluid under pressure is accordingly released from the air cylinder |06 and suppliedto .the air cylinder |05 and the shaft IOI of the power control switch PCS is thus rotated inthe direction lof the Reduced Field position.

The shaft |0I of the power control switch PCS iis rotated until it reaches the Series position thereof in which the cam f elects yopening of the interlock switch c thereby veffecting 4deenergization of the magnet winding IIS of `the ymagnet valve II5. rapidly supplied to the cylinder V|06 to balance the pressures on the pistons `|01 and |08 and thereby promptly stop the shaft. In the event 'that the shaft is not accurately stoppedvin the Series position, the pawl |03 acts to so position the shaft and at the same time hold it rmly in such position. i

In the Series position of 4the power control switch PCS, the cam a closes switch gf. The

closure of the switch gf completes a circuit for energizing the magnet winding of a generator vfield contactor GFI, which circuit extends from the bus wire. I-3I -by way of a wire I4I including the switch gf .and the winding of the contactor GFI to the wire |35 and thence to the 'negative` vbattery wire I9. The contacter GFI has a single yfront contact which is actuated to its closed position in response lto energization of the winding of the contacter to complete a circuit for energizing the eld winding GF of `the main generator No. I.

The circuit for energizing the generator field minding GF may be traced from the positive battery wire IIB by Way of a wire |42 :including -eld winding GF, the back contact of the field shunting contactor 28 now shunting the resistor 21, .and the front contact of the contacter GFI to the wire |35 and thence to the negative battery wire I9.

The ,generator No. I accordingly supplies a voltage corresponding to the speed at which it is :dri-ven by the kcorresponding Diesel engine.

In the Series position of the power control switch PCS, the switch s therefore is closed by the Acam h to .effect energization of the rwinding v.of the relay SI.` This circuit for energizing the Vposition in response Yto .energization of the winding of the relay SI to complete a circuit connectingmotor .No. I land vmotor No. .2 in Aseries '.across the terminals of the generator No. I. This `circuit extends from the left-hand or positive .terminal -of the armature Winding MG-Iof the Fluid under pressure is thus .generator No.v I yby Way of ya bus wire |43., .in

dropped-out position, and -a bus .wire .|48v to the negative terminal of the armature Winding MGI. The 4motors are vthus .supplied .with .current from generator No. I and ,accordingly drive the corresponding wheelunits to .effect acceleration of the train inlaccordance with the position .of the handle I.2 ,of lthe throttle control switch TCS. As in the previous embodiment, the Voltage :delivered by generator No'. .I varies in accordance with .the speed of the driving Diesel engine which is,- inturn, controlled according to the degree Aof ldisplacement ofthe handle .I2n of the throttle control .switch out of .its Idle position. The current .supplied ,to ythe motors No.. I and No. 2 is vthus .dependent uponthe position of the throttle control switch y.and Athe rate of .acceleration of the train therefore depending upon vthe ,position of the throttle control switch .handle I2.

The train .continues to accelerate in speed, with the Ythrottle control yswitch handle I2 suiiiciently advanced .out of its ldleposition, .until the speed .of `thirty-rive miles yper hour .is exceeded. .At such time, the low speed .relay 'LS is picked-.up

` which causes the rep-eater relay LSRiZ to be kcorrespondingly picked-up. .Itshould be understood -that speed relay LS fis conditioned to pick-up 4during propulsion .at thirty-five .miles per hour y because of the inclusion of resistor LRA in series @with its winding .aacross bus wires .4.I fand v212 by .closure l of switch Aal .of vpower .control lswitch PCS.

The transfer contact .h .of relay ILSR# is elective when .actuated to its picked-upposition to interrupt the connection.established .through the switch .a of the `power control switch PCS for energizing the magnet winding 'IIB off the magnet .valve II4 and substitutes therefor a connection between the bus wire I3I and |33 'through a4 Wire .I 5I includinginterlock switch b of the powercontrol Vswitch PCS. As will belapparent 'in Fig. 4,

the .interlock switch b of the .power control switch .PCS is closedi-n the Series position of the power control switch and is maintained closed until .the power .control switch .shaft .advances beyond .the .Parallel position in thedirection l.of the Reduced yField position. Accordingly lit will be' seen that `the circuit forenergizing 'the magnet winding .I I9 of vmagnet valve |`|.4 [is maintained.

At the same time, the frontcontac't J of relay LSR?! is effective vin its r,picked-up position to vestablish. a circuit for energizing Athe winding '|19 of the magnet valve I"I5. *This circuit may 'be 'traced from the positive lbattery -Wirejlto the bus Vwire ISI as previously described, thence by way 'of -wire |32 including the interlock switch a, a branch wire I 53 including thefcontact f of re- -layLSR2 toi-the wire Itifand `thence by wayof the ihr-anch wire ,IST-.including sthewinding `,IIS of magnet valve |;I;5 and :switch \.I':38 to the wire I35'fconnected A.to negative battery lwire I9.

Fluid .under pressure is thus vented .cyl- 'inder .|05 while being .supplied 'to the cylinder |05. f The shaft IOI is thus-rotated .by the air engine vAELout of vthe Series ,position toward .the :Parallel position.

As .the .shaft 'I.0.I of lthe power .control switch PCS is .rotatedout of .Series .position in the direction of the Parallel position, the control of the position thereof.

frna'gnetwindi'ng |19 of magnet valv'el I5 is trans'- ferredrom' switcha of `power control switch .PCS to `switch d of the power control switch, the :switch 'd being closed by cam j prior to the opening of the switcher.v j When switch d closes, it establishes'aconnection through a wire |54 from the'bus wire '13| fto the front contact g of relay LSR2 which'f'conne'cts the wire |54 Ito the wire |36.`vv` The 'magnetwinding ||9 of magnet,` valve a l l5 is thus vmaintainedenergized as the shaft lol kof thepower control switch PCS continues to rotate toward' the ,Parallel position notwithstanding` the openingiof'switch c ofthe power control 4 switch;

' ",'When the shaft 'I IlI of the power control switch "PQS'reachesthelParallel position, the switch d "'isppened and deenergization of the magnet wind- 'ing |9f'of magnet valve I5 `correspondingly effectjed. vFluid. under pressure is thus again supplied to the cylinder |06 while continuing the supply to' the 'cylinder |05, so that the fluid pres,-

sure forces on the pistons of the air engine AE are balanced, thus causing the shafty |0l of the power control switch to be stoppedin the Parallel `Withthe power controll switch PCS in its Parto accelerate the speed of the train until itex-- ceeds a speed of eightyfmiles per hour, at'which time the speed relay HS is picked-up in response to the voltage impressed on the bus wires 4| and 42 of the speed governor generator No. l.

It will be observed that the switch (L71 of the power control switch PCS is closed in all positions of the power control switch except Off position so that the resistor HRA is therefore included inseries with the winding Aa of the relay HS across the bus wires 4| and 42, thus causing the relay -HS to be picked-up only when the speed of the train exceeds eighty miles per hour in the same manner as in the embodiment shown in yFigures `2 and 3.

Repeater relay HSR2 is simultaneously pickedup in response to the pick-up of the speed relay v'HS.- The frontA contact g of relay HSRZ i'seiallel position, switches 10|k and p2 are closed by l the corresponding cams g and i.' Switch pI'is effective when closedto complete a circuit for energizing 'the winding of relay P3. This circuit maybe traced from'the positive battery wire I8 to thebus wire|3| as previously described, thence by way of a wire |51 including switch pl and the winding of the relay P3 in series to wire |58, then by way of the Wire to the lnegative battery The switch p2 Vof the power control switch is effective when closed to complete a circuit for energizing the winding of the relay P4. This circuit maybe tracedl from the positive battery wire |8 to the bus wire I3 I .as previously described, thence through a Wire |53 including the switch P2 and ,the winding rof therelay P41in series to the wire ,|58,',then by 'thewire |35 to the negative battery wire 13.

"i During the traverse of the power control switch iPCSj fromits Series to its Parallel `position the switch s :is operated to its open position to effect deenergization of the winding of the relay SI'y prior to the energization of either of the relays With the relays P3 and P4 picked-up and the relay SI restored to its dropped-out position, the

circuit forv connecting motor` No. and motor No.`

2 in'parallel may be traced from the positive terminal of the armature winding MGI of generator No. I throughthe bus vwire |43, thence through f two Vparallel branches oner of which extends in series through the armature windingMZ and field -windingmfZ of motor No. 2, wire |44,` the front "contact o f the relay P4 to wire |46, and the other branch extending trom the `bus wire |43 through wire |45 including the front Vcontact of the relay P3, and thence in series through the eld winding mfl and armature winding MI of 4 motor No. 'I -to the wire |46, thevcircuit then continuing by wayof the Wire |141, the transfer contact of the contactor B in its dropped-out position and bus wire |48 to the negative .terminal of the generator armature winding MGI.

fe'ctive in its picked-up or closed position -to establish? a circuit for maintaining the magnet *winding IIS of the magnet valve I I4 energized,

this circuit extending from the positive battery wire I8, to the bus wire |3I as previously described, thence by way of lthe contact g of relay H SRZ, wires |33 andv |34, magnet windingv I |9 of `magnet valve *I I4 and wire 35 tothe negative battery lwire |9. f 4

lAt the same time, front contact j of relay HSR2 is effective in its picked-up or closed position to establish a circuit for energizing the magnet -winding II9 of the magnet valve II5. Thiscircuitvmay be traced from the positive battery wire I8 to the bus wire |3I as previously described, thence by way of the contact j of relay HSRLZ,

IIQ'of magnet valve ||5 and thegmanual switch |38 to the wire |35, and thence to the negative P3 `and P4. "Thus the series connection of motor QNoL'j I and motor No. 2 is interrupted prior to the pick-up of the two relays P3 and P4 which V`are' effective to connect the motors'in parallel across the'terminals of the generator No.

wire |36, wire |31 including the lmagnet-winding battery wire I9. v

Fluid under pressure vis thus vented from the cylinder |06 while being supplied to lthe cylinder |05. Shaft-IUI of the power control switchPCS is consequently rotated out of the Parallel position toward the Reduced Field position.

'Movement of the shaftII continues until the l Reduced Field position is attained when further movement of the shaft is prevented by the rnechanical stop device previouslymentioned. 'I'hus it is not necessary to balance the fluid pressure I forces on the pistonsof the air engine AE to v maintain the power control switch PCS in its Reduced Field position. i

With the powercontrol switch PCS in its Re- "duced Field position, switches mI and m2 are both actuated to closed positionl by their correspending cams c and e., kThe switch ml is effecto' the negative battery wire I9.

tive when closedv tof complete a circuit for energizing the winding of the field shunting contactor fs'I. positive battery wire I8 to the bus wire I3I as previously described, thence by way of a wire I 65 including switch mI and the winding of the contacter fsI in series to the wire |35 and thence Ina similar manner switch m2 of the power AvcontrolswitchPCS yis ,eiective when closed to lcomplete a circuit for energizing the winding of the'eld shunting contactor fs2. This circuit This circuit may be traced from the magnet` valve a'wire |56 including switch mZ-and the winding of the contactor js2 in series to the wire |35 and thence to the negative battery wire I9.

-With the power control switch PCS in its Reduced Field position, therefore, the Vfield shunting contactors fs! and fs2 are simultaneously picked-up to connect' the shunting resistors fr across the corresponding motor eld windings mf! and mf2 to effect a corresponding increase in the current vthrough the armature windings MI and M2 of the motors.

As long as the speed of the train exceeds eighty miles per hourthe vpower control switch PCS continues to remain in its Reduced Field position. The ultimate speed of the train above eighty miles per hour will vary depending upon lthe degree of displacement of the handle I2 of the throttle control switch TCS out of its Idle position. Thus the speed of the train may be increased to above one hundred miles per hour in the Reduced Field position of the power control switch PCS.

If, during the propulsion of the train, an ascending grade is encountered which `causes the train speed to decrease to below eighty miles per hour, the speed relay HS is dropped-out, causing the repeater relay HSR2 to also be dropped-out.

The circuits, previously traced, for energizing the magnet windings IIB of magnet valves |I4 and I I5 of the air engine AE and including contacts f and g of repeater relay 'HSR2 are thus interrupted due to the drop-out of the contacts f and g of relay HSR 2. With the magnet windings I|9 of the magnet 'valves IM and I|5 both simultaneously deenergized, fluid is vented from the cylinder |95 and supplied to the cylinder |06,

'thus vcausing the shaft Il of the power control switch PCS to be rotated from the Reduced Field position toward the Parallel position.

When the power control switch shaft IUI reaches its Parallel position, a circuit is established for energizing the magnet winding IIS of magnet valve II/l to balance the pressures on the pistons of the air engine AE and thereby stop the power control switch in its Parallel position.

This circuit extends from the positive battery wire to the bus wire |3l as previously described,A

-thence by way.of switch b of the power control switch PCS which is closed in the Parallel position thereof, wire IBI, transfer contact h of the repeater relay LSR2 in its picked-up position, wires |33 and |313, magnet winding ||9 of magnet valve IM, to the wire |35 and thence to the r negative battery wire I9.

The power control switch PCS then remains in its Parallel position unless the speed of the train again increases above eighty miles per hour, in which case it is restored to the Reduced Field position, or unless the speed of the train reduces to below thirty-five miles per hour. In .the latter case, the speed relay LS is correspondingly dropped-out to cause drop-out of the repeater relay LSRZ. Transfer contact h of relay LSR2 is effective when restored to its droppedout position to interrupt the. circuit through switch b of -the power control switch PCS maintaining the magnet winding IIS! of the IIA venergized and the magnet ywinding is thus deenergized to eiect venting of fluid under pressure from the cylinder |35. With the supply of fluid' under pressure to the -cylinvderf'I-fl continued due to thedeenergization of the magnet winding I-I9 of the magnet valve H5 at-this time, vthe shaft .IUI of then-power con- Atrol ,switch PCS is correspondingly rotated out' 'of the Parallel `position toward the Series :posirtion. f V

When the shaft IDI of the .power control switch PCS reaches Series position, a .circuit is reestablished Vfor energizing the magnet winding IIB of magnet valve I'Ill in response `to theclosure of the switch a of the power control switchA PCS. This circuit vextends 'from thebus wire lI3I by way of -the wire |32` including switch a of the power control switch, transfer contact Yl?, ofthe repeaterLSR2, wires |133 and |34, magnet winding vIIS! `of magnet valve `I I4, and *wire |135 to negative battery wire II-9. Y

The fluid pressure forces on the pistons Aof the air engine are thus again'balanced and the `sha-ft Illl of `the power control switch is stopped in the Series position. Y

It will vbe understood that vthe connections of motor No. I and motor No. 2 are correspondingly changed in accordance with the change in the position of the lpower `control switch PCS in'the manner previously described.l

It will thus be apparent that during the vpropulsion of the train, the 'connections andtherefore the speed of motor No. I vand 'motor-No. 2

starts to travel `on a descending grade, Ythe speed ofthe train may increase to above eighty miles per hour, .thereby causing 'the power control switch PCS to be shifted to the `Reduced Field position from the Parallel position yand then back to the Parallelposition when the train traversesjthe subsequent ascending grade.

If, therefore, the .operator desires to `prevent Ithe advance of the powercontrol switch PCS beyond a particular position, such as. the Parallel position, he may open the switch 38 to cause the magnet winding ||9 of themagnetvalve |I5 to remain deenergized independently ofthe operation of either of therepeater relaysjLSRZ4 and HSR2 in response to vvariations in the speed of the train. If the 'operator opens the manual switchl |38, the pickup of the repeater relay HSR2 in response to the increase in the speed of the train above eighty miles `per hour will not be effective to cause energization of the magnet winding of the magnet valve I5. Thus, notwithstanding the, increase in the speed vof the train above eight;7 miles per hour, the air engineAE is prevented from operating the power control switch .PCS out of Parallel position to the Reduced Field position. It is thus possible to maintain a more nearly uniform speed in rolling countrywithout the vnecessity o'f constantly operating` the throttle wheel units `driven -by -motor No. l and No.'2 'begin-to slip 'during'the propulsion ofthe traindue lto excessive propulsion torque,.the wheel slip relays WSI and WS2 are correspondingly pickedup as in the first described embodiment, to cause `thedrop-out of eitherone or both ofthe speed ofA thesegrelays andrthereby prevents advancel of the power'control switch PCS out of Series position toward the Paralle1 position in response to the momentary increase in speed of the wheel unit withwhich governor generator No. is associated during slipping.

1f the power contro1 switch Pos is in either' the Parallel or the Reduced Field position thereof when slippingof the wheels occurs, the drop- .out of` either of the speed relays LS and HS will automatically effect the operation of the air engine AE in the manner readily apparent from previous description tocause the return of the power control switch PCS to the Series position, '.juntil .slipping ceases whereupon the power contro1-,'switch will-be restored to the positioncorresponding to the speed of the train.

The pick-up of either one or both of the wheelslip relays WSI or WS2 is likewise effective in the same manner as in the iirst described emy I nodiment tocause completion of .the circuit forL4 theiindicating lamp .45 andthe eld. shuntingf relay 28.due to the pick-up ofthe contacts'. c

thereof.V The eld shunting contactor 28. is ef- Vgfective.,.to remove the shunt connection around the resistor 21 in the generator iield winding cir- .'cuitthereby inserting the resistor 21 and eiect-y Inga substantial reduction in the excitation of the generator No. I. As in the rst described embodiment, the voltage delivered by the generator No. I is thus reduced, causing a consequent reduction in the current supplied to the motors No. I and No. 2 which-results in a prompt ,restoration of the slippingwheels to a speed corresponding to thespeed of travel of 'the train. .,lAs in the first embodiment, )the operator may returnl the' handle I2 of `the.throttle control switchiTCS back toward the Idle position thereof upon observing the illumination of the indicating lampv 4 5, thereby also effecting' a further reduction in the voltage delivered by the generator 'with a consequent reduction in the current supplied to the motor No. Il and motor No.2 to eliminate the slipping condition of the wheels.

(c) Braking` I Let it now be assumed that while`r the train isl traveling at a speed in excessy of eighty miles per hour, the operator desires to bring the train to a stop. 4 To do so, he rst restores the handle of ",-the throttle control switch TCS to its Idle position, thereby disengaging the contact IB from the contact' segments I4 and I5 and interrupting the connection between the positive battery Wire I8 .and bus wire |3I. Since energization of th'e'magnet windings of the magnet valves I I4 and II 5 depends upon energizationvof the bus wire ISI, it Will be understood that the deenergization of the bus ywire I 3| eiects instantaneous deenergization `,of they magnet windings of both magnet. valves 4. ,II4 and I I5. The air engine AE accordingly Ywinding GF of generator No. I.

promptly. and rapidly restores the power controlv In the Off positionof thepower control switch PCS, switch gf thereof is restored to open posi- -tion causingdrop-out of the eld contactor GFI and the consequent deenergization of the eld At the same time, the relays` P3 and P4 of the relay SI are all Adropped-out, thereby disconnecting motor No. I

.and motor No. 2 from the generator circuit.

With the power control switch PCS in its Off position, the switches ah and aI are opened and the switches "bh and DI ,are closed. With the switch bl closed, resistor LRB is connected in Aseries with the winding w of the speed relay LSA across the bus wires 4I and 42, thereby conditioning the speed relay LS so as to be pickedup in response to train speeds in excess of twenty miles per hour.. l

At the same time, switch bh of the power control switch PCS is effective in its closed position to connect resistor HRB in series with the winding a of relay HS thereby conditioning the relay HS so as to vbe picked-up atl train speeds in excess of thirty-five miles per hour.

After the operator restores the throttle control switch handle toits Idle position, he operates the brake valve handle 58 out of its brake release position into the application zone to a position corresponding to the degree of application desired.

The control pipe 52 is accordingly charged to a vcorresponding pressure and as the pressure for energizing the windingof the contactorB.

lThis circuit extends from the positive battery wire I8 through a wire |1I including the contact fmof pressure switch PSI and the winding of the contactor B inl series, to the negative battery wire I9. Y

The transfer contact ofcontactor B is effective when actuated to its picked-up position to interrupt the connection betweenthe wire |41 and the bus wire |48," thereby preventing the connection of the motors across the terminals of the generators armature winding MGI. At the same time, vthe transfer. contactof the contactor B is effective in its picked-up position to connect a branch wire |13 of wire |44 to the wire |41, thereby connecting the right-hand terminal of y the armature winding MI of motor No. I to the right-hand terminal of the eld winding mi2 of motor No. 2. v l

In its closed position, the contact d of pressure switch PSI is eiective to establish a circuit forenergizing the winding of the relay P3. This circuit extends from the positive battery wire I8 by way of .a wire |15, including the contact d of pressure switch PCS, wire |51 including the winding of the relay P3, wire |58, and thence by wire' |35 to the negative battery wire I9.

The contact of relay P3 is eiective in its picked-up or closed position to connect the lefthand terminal of the armature winding M2 Aof motor No. 2 to the left-hand terminal of the field winding mfI of motor No. I.

The contactor B and the relay P3 accordingly 

